Engine driven by inner-combustion motors.



A. KLOSE.

ENGINE DRIVEN BY INNER COMBUSTION MOTORS.

APPLIGATION TILED SEPT. 18, 1908. 9%,580. Patented Feb. 15,1910.

3 SHEETS-SHEET 1.

IIWEmR A. KLOSE.

ENGINE DRIVEN BY INNER COMBUSTION MOTORS.

APPLIOATION FILED SEPT.18, 1908.

949,580. Patented Feb. 15, 1910.

3 SHEETS-SHEET 2.

IMVETQ A. KLOSE. ENGINE DRIVEN BY INNER COMBUSTION MOTORS.

' APPLICATION FILED SEPT. 18, 190B.

- Patented Feb. 15, 1910.

3 SHEETS-SHEET 3.

INVEWTUR wlmsssw ANDREW B. GRAHAM co, vnow-ul'nmmmins. w mucroN, ma

ADOLPH KLOSE, 0F HALENSEE, NEAR BERLIN, GERMANY.

ENGINE DRIVEN BY INNER-COMBUSTION MOTORS.

Specification of Letters Patent.

Patented Feb. 15, 1910.

Application filed September 18, 1908. Serial No. 453,701.-

To all whom it may concern:

Be it known that I, AnoLrrr KLosn, engineer, a subject of the GermanEmperor, residing at 163 Kurfiirstendamm, Halensee, near Berlin,Germany, have invented certain new and useful Improvements in orRelating to Engines Driven by Means of Inner-Combustion Motors; and I dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same.

This invention relates to locomotives driven by internal combustionengines.

The arrangements hereinafter described are for the purpose oftransmitting the power to the driving wheels of the locomo tive in suchmanner as to prevent the forces due to the reciprocatory movement of theparts of the motors from having any effect in the vertical direction onthe spring-supported frame of the locomotive, and also to obviate theoccurrence of any torsional couples in the horizontal plane which mightcause a rolling or irregular motion of the locomotive, even the couplesdue to the limited lengths of the connecting rods being eliminated.

Figures 1, 2 and 3 show the arrangement of cylinders and driving gear ona locomotive, Fig. 1 being an elevation, Fig. 2 an end view, and Fig. 3a plan of part of the engine. Fig. 4 is a diagrammatic perspective viewof the main driving shaft showing the relative position of cranks andcounter-weights,

Figs. 5, 6 and 7 are diagrams explanatory g of the effect of the movingmasses, Figs. 8 and 9 show an arrangement with a larger number ofcylinders and wheels placed inside the frame.

The driving wheels of the locomotive are driven in a well known mannerthrough coupling rods by a common transverse crank shaft which togetherwith the cylinders is mounted in the frame carried on springs by thewheels. To the cranks of the transverse shaft are connected crankdriving motors the cylinder axes of which are arranged longitudinally ofthe frame at angles of 45 to the horizontal plane, and are at equaldistances from the vertical longitudinal middle plane of the locomotive.

Each pair of the motors drives one crank of the transverse shaft; thedirections in which the power of such a couple is exerted are thereforeat right angles to eachother.

Moreover, all the motors have cranks and rods of substantially the samelength and the weight of moving masses of the motors distributed on bothsides of the longitudinal middle plane, is the same.

The described arrangement completely fulfils the aforesaid purpose andit only remains to be stated that the pairs of cylinders are designatedby A, A and B, B the cranks by a and Z). G, G are the rotatingcounter-weights, 71:, are counterweights for balancing the outer crankpins and the coup ling rods. The cranks a and b are arranged atan angleof 180.

The working cylinders may as usual be provided with devices forcontrolling the speed and reversing the direction of rotation, whichdevices may preferably be operated from the foot-plate.

It will now be shown that by the described arrangement the reciprocatingmasses are completely balanced and that the mass forces (commonlycal-led of the second order) due to the limited lengths of theconnecting rods, are so directed that they have no effect on theyieldingly supported frame and do not act in a direction normal to theplane of the rails.

Assuming first the connecting rods to be of infinite length, it may beseen from Fig. 7 that the common center of gravity m of the masses ofthe driving pair A, A moves exactly as much to the one side away fromthe vertical plane through the crank shaft as the center of gravity m ofthe pair B, B moves to the other side, The resultant center of gravityremains therefore at S and there are no free or unbalanced mass forces.The center of gravity m of the pair A, A and the center of gravity m ofthe pair B B move in a circle at 180 to each other around the center S.

Fig. 5 illustrates the action of the forces due to the moving massesunder the assumption that the connecting rods are of infinite length.

The acceleration of the reciprocating masses of a crank and connectingrod mechanism is given by the formula:

2 1):; (cos. 2;]; cos. 2 2) wherein o is the velocity of the crank pin,1" the length of the crank, Z the length of the connecting rod and 2 thevariable angle between the crank and the line in which the cross-headmoves. If be M1, 2'. e. the length of the rod very great,

2 p= cos. 2,

2". 6. directly proportional to the cosine of the crank handle.

If according to Fig. 5 one pair of motors acts on the crank A and theother pair on the diametrically opposite crank B, the acceleration forceof the one motor couple may be represented by the vector a A and that ofthe other by the vector 72 A, the re sultant being m A; so also thecouple acting on the opposite crank B is represented by a B and b B theresultant of which is m B. The two resultants are of the same magnitudebut opposite directions and therefore completely balance each other. Asregards the forces due to the limited lengths of the connecting rods, orthe mass forces of the second order, these are given by the formula 22''2 M cos. 2 P T 7 and are therefore proportional to the cosine of thedouble crank angle. These forces have during each revolution at fourtimes the same magnitude, but alter twice their signs or directions, andare at four times equal to zero.

In Fig. 6 A a and A Z) represent such additional free mass forcesexerted by the motor couple on the crank A, while B a and B I) are themass forces acting on the diametrically opposite crank B. The two forcesacting on crank A may be compounded into the resultant A c and theforces on crank B into the resultant B 0. Both resultants act at anangle of 4:5 to the axes of the respective cylinders and are thereforeparallel to the plane of the rails. They always have the samedirections, and alter their magnitudes and signs in the same manner andat the same time. These additional mass forces of the second order dueto the limited length of the connecting rods, act therefore always inthe direction of the rails, are parallel to the plane of the rails andhave no effect on the springs supporting the frame or on the rails.These forces never form a torsional couple, although they act indifferent planes, 2'. c. in the planes of the motors or their mean crankcircle, and at a distance from the longitudinal middle plane of thelocomotive. Owing to the fact that the distances of the motors from thesaid middle plane are equal, the resultant of the secondary forces actsin the middle plane of the locomotive, and there are no torsionalcouples tending to turn or oscillate the locomotive on a vertical axisextending through its center of gravity.

These forces of the second order act there fore, alternating indirection and magnitude within limits, only at the middle point of thetransverse axis and the direction of travel, that is, parallel to theplane of the rails.

It will now be explained in what manner the mass forces of the firstorder, which as mentioned above counteract each other as regards themagnitude and direction, operate on the locomotive in view of the factthat these forces occur in different planes at a lateral distance fromthe longitudinal middle plane. This action will be best understood bythe aid of Fig. 4: showing diagrammatically the arrangement of thedriving shaft. On the cranks a and Z) act the motors A A and B Brespectively. The cranks a and Z) are diametrically opposite to eachother. There now occur in the plane of revolution of the crank, massforces of the so-called first order acting on the shaft as well as thoseof the second order due to the limited length of the connecting rods.

The mass forces of the first order have been considered in connectionwith Fig. 5 and are of the same magnitude but opposite directions. Theywould therefore have no effect on the shaft but for the fact that theyact in different planes. As a matter of fact these forces act howeverradially outward with constant strength at a distance L equal to thedistance between the two crank circles. They form, therefore, a coupleL. T of constant moment if the mass of a driving gear be assumed to beT. Each couple may be counterbalanced by another couple acting in theopposite sense and of equal moment. It is suflicient for this purpose toprovide counfer-weights G, G the distance Z of which from the axis isdetermined by the formula The resultant of all forces will then act inthe longitudinal middle plane of the locomotive and there will be acomplete balance of the forces, acting on the locomotive. It remains tobe mentioned that the cranks outside the frame to which the couplingrods of the wheels are connected are arranged at right angles to eachother and are counterbalanced by separate weights ]c and 700.

If the arrangement shown in Figs. 8 and 9 be used the counterweights maybe dispensed with and it is clear that there will be no couples tendingto turn the frame on a vertical axis.

In the foregoing description it was assumed that there is one workingimpulse in each cylinder for each revolution of the shaft. If thecylinders work on the fourstroke cycle there must be on each side of thelongitudinal middle plane two pairs of oppositely working pistons placedsymmetrically with regard to that plane.

Having thus described the nature of my invention and the best means Iknow of carrying the same into practical effect, I claim:

1. In a locomotive driven by internal combustion engines, thecombination of a transverse shaft, and working cylinders arranged at anangle of to the plane of the rails and acting in pairs on saidtransverse shaft, the axes of said pairs being parallel and symmetricalto the middle longitudinal plane of the locomotive, and the cylinders ofeach pair acting on the transverse shaft at opposite sides thereof,substantially as described.

2. In a locomotive driven by internal combustion engines, a wheeledframe, a transverse shaft journaled therein, and coupled with thewheels, working cylinders at opposite sides of said shaft disposedsymmetrically on both sides of the middle lo-ngitudi nal plane of thelocomotive and at an angle of t5 to the plane of the rails, and cranksand connecting rods connecting the pistons of the cylinders with saidshaft, substantially as described.

3. In a locomotive driven by internal combustion engines, thecombination of a wheeled frame, a transverse shaft journaled therein andcoupled with the driving wheels, cranks on said shaft disposed at 180 toeach other, and working cylinders acting on said cranks at oppositesides of said shaft and arranged in pairs disposed symmetrically to thelongitudinal middle plane of the loco motive, each cylinder beingdisposed at an angle of 45 to the plane of the rails and connected withthe same crank of said transverse shaft as the opposite cylinder of thesame pair, substantially as described.

at. In a locomotive driven by internal combustion engines, thecombination With a transverse shaft coupled to the driving wheels andprovided with oppositely arranged equal cranks disposed symmetricallywith regard to the middle plane of the engine, of working cylindersarranged in pairs working each on a crank of the said shaft, thecylinders being inclined at an angle of 45 to the plane of the rails,and suitable counterweights for eliminating torsional couples tending toturn the locomotive on a vertical axis, substantially as described.

5. In a locomotive driven by internal combustion engines, thecombination of a transverse, shaft coupled to the driving wheels andprovided with three cranks, one disposed in the middle plane of theengine and the other two arranged at equal distances from the first, thetwo outer cranks being arranged at angles of 180 to the inner crank, andthree pairs of working cylinders acting by means of connecting rods onthe said cranks the cylinders being disposed at angles of 45 to theplane of the rails, substantially as described.

6. In a locomotive driven by internal combustion engines, thecombination of a transverse shaft coupled tothe driving Wheels andprovided with three cranks one disposed in the middle plane of theengine and the other two arranged at equal distances from the first, thetWo outer cranks being arranged at angles of 180 to the inner crank, andthree pairs of working cylinders acting by means of connecting rods onthe said cranks, all the cylinders being disposed at angles of l5 to theplane of the rails and the ratio of the length of the crank to thelength of the connecting rod being equal for all the three cranks,substantially as described.

In testimony whereof I have affixed my signature, in presence of twoWitnesses.

ADOLPH KLOSE.

Witnesses WOLDEMAR HAUPT, HENRY HASPER.

